Hard-center frog.



W H. DOTTER & R. S. HAYS.

HARD CENTER FROG.

APPLICATION FILED JUNE 29, 1909.

Patented Nov. 16. 1909.

2 SHEETS-SHEET 1.

W. H. DOTTER & R. s. HAYS.

HARD CENTER FROG.

APPLICATION FILED JUNE 29, 1909.

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WILLIAllI H. DOTTER AND RAPHAEL S. HAYS, OF GABLISLE, PENNSYLVANIA, AS- SIGNORS TO THE FROG, SWITCH & MANUFACTURING COMPANY, OF CARLISLE,

PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

HARD-CENTER FROG.

eaoaai.

Specification of Letters Patent.

Patented Nov. to, 1999.

line f-f, Fig. 7; and Fig. 11 is a plan view T '0 all whom it may concern:

Be it known that we, WILLIAM H. Do'r'rnn of a portion of the throat end of the frog and RAPHAEL S. Hays, citizens of the United shown in Figs. 1 to (3, illustrating by di- States, residing at Uarlisle, in the county of agonal lines the engagement of the wheel (hunberland and State of Pennsylvania, tread with the outer and inner inserts. have invented certain new and useful Im Similar characters of reference designate proveinents in Hard-Center Frogs, of which corresponding parts throughout the figures the following is a specification. of the drawings.

This invention relates to in'iprovements in its is well known to all conversant with railroad frogs, and particularly to that class railway construction, the life of an ordinary hereof in which the frog is provided with a frog when the rails are made of ordinary hard metal center or insert, the object of steel, or of the same steel of which themain the present improvement being to provide tracks are formed, is of comparatively short an improved frog of this class so constructed duration. This has necessitated the use of that at the places where the frog is suba hard metal insert or center at the point of jected to the greatest or hardest wear the the frog where it is subjected to the greatest hard metal insert will be of the greatest wear, in an attempt to prolong the life of width, and this without the necessity of cutthe frog, and while the provision of such ting away any considerable portion of the hard metal center has resulted in prolonghead of the rail, and also without the necesing in some respects the life of the frog, it sity of tapering the hard metal insert down has also resulted in serious disadvantages in to a point or points at places where such inother respects owing to the manner in which sert should have a width equal to the widest the insert was formed. part thereof, thereby to provide a frog One of the serious drawbacks to the use of which not only has the greatest amount of hard metal centers has been the necessity of hard metal where it is most needed, but one cutting away a large part of the heads of the in which the head of the rail is not materially rails adjacent to the hard metal centers, and weakened. cutting them away to or almost to the webs A further object of the present improveof the rails, thereby materially weakening ment is the provision of an improved frog the rails at the point where the hard metal in which either or both of the wing rails are insert is located. reinforced opposite sides thereof with Theoretically, a train moving along should hard metal inserts, so that the outer as well have no wavering motion or side thrust the inner portions of the tread of the whatsoever, but in practice this is not true, wheel will engage metal offering the greatest and in consequence that wavering motion resistance to wear. tends to give an outward thrust first on one In the drawings accompanying and formside and then on the other to the rails. Coning part of this specification, Figure 1 is a sequently, if the heads of the rails are out plan view illustrating one form of this imaway that thrust comes to a large extent proved frog; Fig. 2 is an enlarged perspecupon the webs of the rails alone, instead of tive view thereof; Fig. 3 is cross-sectional upon a part of the heads and the webs, and view taken in line a a, Fig. 1; Fig. at is a in consequence a much more thorough braccross-sectional view taken in line Z-Z, ing of the rails on their outer sides is neces- 1; Fig. 5 is a cross-sectional View taken in sary when the heads have been appreciably line 0-0, Fig. i; Fig. 6 is a cross-sectional cut away, in order to prevent the strain rupview taken in line i) a, Fig. 1; Fig. 7 is a turing the webs; whereas when but a comperspeetive view of another form of this paratively small portion of the head is out improved hard metal center frog; Fig. 8 is a away the strength of the rail is unappreperspective view of still another form of this ciably affected, and the strain comes upon improved hard metal center frog" Fig. i) is a both the rail and the web, and not upon the cross-sectional view taken in line ce, Fig. latter alone.

8 5 Fig. 10 is a cross-sectional view taken in To provide a frog with a hard metal cen- Cir ter, it is necessary that the side or wing rails be bent outward, but as the frog is subjected to the greatest wear at and adjacent to this point of fiexure, it follows that the frog should not only have the greatest strength at this point, but that it should also be so constructed that this wear will be materially lessened, and this without in any way weakening the side rail by cutting away a large portion of the head thereof. Not only this, but it is essential that the inserts shall be of such form that they will not taper down at points where there is considerable wear. Ifiurthermore, it is also desirable to protect the side or wing rails at every point where there is very great wear and to prevent as far as possible the wear coming entirely upon these side or wing rails, so as to insure that the wear of the side or wing rails will be only to the same extent as the wear on the hard metal inserts.

In practice the wheels tend to wear hollow, that is concave. Consequently the inner and outer portions of the tread come to be the bearing portions upon the rails, so that in those cases where only a center insert is provided a large part of the wear comes also upon the rails, and as these are usually of softer or ordinary steel it follows that they wear away quicker than the insert. To avoid this we have provided the frog at a point where there is great wear, to wit, at he alinement bend of the frog, with both outer and inner inserts. Thus the side or wing rails are located between outer and inner hard metal inserts, the two thus cooperating to fully protect the rails at a point where there is great wear, so that this wear will come to a large extent on both the outer and the inner inserts, thus permitting the intermediate rail to wear only to the same extent as the wear on the outer and the inner inserts, as the wear on the softer metal or wing rail will be no greater than the wear on the outer and inner inserts, for the reason that, as hereinbefore explained, when the wheels are worn into a hollow condition the outer and inner bearing portions thereof will engage the outer and inner hard metal inserts, thus either leaving the intermediate rail practically unworn or worn away only to the same extent as are the hard metal iii-- serts.

In the present improvement the usual point rails 2 terminate at some considerable distance to the rear of the frog point, formed as a part of the hard metal insert in the form thereof shown in Figs. 1 to (3. The throat of the frog is formed in the usual manner by the stock rails 3, comprising what is usually known as the wing, stiff or side rails, and these wing or side rails are bent outwardly to form relatively long unbent or straight portions 20, obtained by providing the side or wing rails with what may be designated as a compound or double bend, they being bent outwardly as at t and then inwardly as at 5, whereby the point of the frog '7 may terminate between these two bends. By bending the wing or stiff rails in the manner described it is necessary to cut away only a very small portion of the heads (3 of the rails at the inner sides thereof, as shown in Fig. 5, thus preventing, in the manner hereinbefore set forth, the weakening of the rails to any appreciable extent and enabling them to sustain the outward thrust or pressure of the wheels, without the necessity of bracing the rails on the outer sides thereof to an unusual degree. This thus enables the provision of a hard metal center 8 provided with the usual flanged grooves or ways 3 between the point 7 and the sides of the inserts forming the wheel-tread portions 5), of such a form that at the point between and adjacent to the bends 4 and 5 such insert may have its greatest width, and will have at both sides of such tiexure points a width substantially equal to the widest part of that portion of the insert with which the tread of the wheel engages, and will also have at these points a width at least substantially equal to the head of the rail forming the frog, so that the wheels in passing over the frog will engage with a hard metal surface throughout substantially the entire width of the tread of such wheels, and as this is the point where great wear occurs it follows that by reason of this construction the life of the frog is materially prolonged, and this without the cuttii'ig away of the head of the rail to any i'naterial extent. Consequently the life of the frog is prolonged without in any way weakening the structure. lvloreover, by this formation it will be observed that the insert can be made of relatively great length, thus avoiding the necessity of providing triangularly formed inserts and the consequent tapering thereof in such niam'ier that the width of the insert is decreased where great wear occurs. 7

"his improved frog may be made up in several ways without departing from the present improvement. That is to say, the hard metal insert 8 may also include a hard metal point 7, as shown in Figs. 1 to (3, integral with the main portion of the insert. in another and cheaper way the frog may be made up with the point partly of hard metal and partly of the ordinary rail or soft metal, as at t) and 10 respectively, T and 10; or it may be made up of a point made entirely of the ordinary rail or soft. metal, as at ll, Fig. 8. in these various constructions the hard metal center insert 8 is usually and preferably of an integral construction, whether the point is formed entirely of hard metal or only partly thereof.

In the present improvement it will be observed, see Fig. 1, that the hard metal insertextends forward a considerable distance ahead of or beyond the alinement bend of the frog, as at 12, thus giving considerably more wearing surface and providing a stiffer frog. It will also be seen that the heel of the point, in the form shown in Figs. 1 to (i, entends a considerable distance back, whereby greater wea ring surface is obtained while also permitting the running through of additional bolts 13, which are used to secure the side or wing rails and the inserts together.

Adjacent to the throat of the frog and overlapping the hard metal center thereof, we have provided the side or wing rails with eXteriorly located inserts 14 and 15, see Figs. 1 to 6. These inserts closely fit and conform to the contour of the rail, the latter being cut away just sufficiently to permit the proper seating of these inserts. It will be observed that each of these inserts 14: and 15 is so located that a part thereof not only overlaps the center hard metal insert, but that they have the greatest width at the point where the side rails commence to bend outi-vardly, and preferably extend a distance sufficient to correspond with such outward bend, terminating preferably at the bend 4. This results in the inserts having the greatest width at the point 16 where the rails are first bent, thus insuring a greater thickness of hard metal at this point and also insuring protection to the side or wing rails by the location thereof between outer and inner inserts at a point where there is considerable wear. By this construction not only is wear on the frog materially reduced, but the side or wing rails are efiectively reinforced and strengthened at and adjacent to the terminus of the hard metal center insert. It will thus be observed that at the maximum point of the bend of the side or wing rail, as at 16, the outer hard metal i11- serts have, as stated, their greatest width, thus permitting the rails to be bent to the proper amount without materially weakening them, and at the same time preserving the outer contour of these wing or side rails. Thus it will be observed that the wheel will engage both the inner and outer inserts at the point of fleXure of the side or wing rail, thereby protecting such rails and materially prolonging the life thereof.

Ive claim as our invention:

1. In a railway frog, the combination of one or more side or wing rails each provided with a double bend having therebetween a relatively long straight and unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted interiorly of the rail or rails.

2. In a railway frog, the combination of one or more side or wing rails each provided with a double bend having therebetween a relatively long straight and unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted interiorly of the rail or rails and having intermediate such points of flexure of the side rail a wheel surface of a width at least substantially equal to the width of the head of the rail.

3. In a railway frog, the combination of a pair of side or wing rails each having a double bend and therebetween a relatively long straight and unbent portion, each side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted interiorly of the rails and having a point, said insert having wheel surfaces each of a width at least substantially equal to the width of the head of the rail.

4:. In a railway frog, the combination of a pair of side or wing rails each provided with a double bend and therebetween a relatively long straight and unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted interiorly of the rails and having wheel surfaces each of which, intermediate of and adjacent to such points of fiexure, is of substantially the same width as the width of the head of the rail.

5. In a railway frog, the combination of one or more side or wing rails, and an exteriorly located wheel engaging hard metal insert bolted to each of said side rails.

6. In a railway frog, the combination of one or more side or wing rails each having a bend therein, and a wheel engaging hard metal eXteriorly located insert secured to each of said rails adjacent to such bend.

7. In a railway frog, the combination of a pair of side or wing rails each bent at the throat thereof, and a wheel engaging hard metal insert bolted eXteriorly of each of such rails and having its greatest width at the point of fiexure of the rail.

8. In a railway frog, the combination of one or more side or wing rails, and wheel engaging interiorly and eXteriorly located hard metal inserts bolted to each of said rails.

9. In a railway frog, the combination of one or more side or wing rails, and wheel engaging interiorly and exteriorly located hard metal inserts clamped to each of said rails and located so that one insert will project beyond the other, whereby a portion of the rail will be bolted between a pair of inserts 10. In a railway frog, the combination of a pair of side or wing rails each bent at the throat thereof, a hard metal insert bolted extcriorly of each of such rails and having its greatest width at the point of flexure of the rail, and a hard metal insert located interiorly of such rail.

11. In a railway frog, the combination of a pair of side or wing rails each bent at the throat thereof, a hard metal insert bolted exteriorly of each of such rails and having its greatest width at the point of flexure of the rail, and a hard metal insert located interiorly of such rail and having wheel sur faces each of a width at least substantially equal to the width of the head of the rail.

12. In a railway frog, the combination of one or more side or wing rails each pro vided with a double bend having therebe tween a relatively long unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, a hard metal insert bolted interiorly of the rail or rails, and a hard metal insert bolted eXteriorly to each such side rail.

13. In a railway frog, the combination of one or more side or wing rails each provided with a double bend having therebetween a relatively long unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, a hard metal insert bolted interiorly of the rail or rails and having intermediate such points of flexure of the side rail a wheel surface of a width at least substantially equal to the width of the head of the rail, and a hard metal insert bolted exteriorly to each such side rail.

14. In a railway frog, the combination of a pair of side or wing rails each provided with a double bend having therebetween a relatively long unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, a hard metal insert bolted interiorly of the rails, and a hard metal insert bolted exteriorly of each of such rails and in position to clamp a portion of the wing rail between it and the interiorly located hard metal insert.

In a railway frog, the combination of a pair of side or wing rails each provided with a double bend having tlierebetween a relatively long unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, a hard metal insert bolted interiorly of the rails, and a hard metal insert bolted exteriorly of each of such rails and in position to clamp a portion of the wing rail between it and the interiorly located hard metal iiisert, said interiorly located hard metal insert having intermediate the points of flexure of each side rail a wheel surface of considerable width.

16. In a railway frog, the combination of a pair of side or wing rails each provided with a double bend having therebetween a relatively long unbent portion, each such side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, a hard metal insert bolted interiorly of the rails, and a hard metal insert bolted exteriorly of each of such rails and in position to clamp a portion of the wing rail between it and the interiorly located hard metal insert, said exteriorly located insert having its greatest width at a point of flexure of its wing rail.

17. In a railway frog, the combination of a pair of side or wing rails each having a double bend and therebetween a relatively long unbent portion, each side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted interiorly of the rails and having a point, said insert hav ing wheel surfaces each of a width at least substantially equal to the width of the head of the rail, each of said wing rails having a hard metal insert bolted exteriorly thereof.

18. In a railway frog, the combination of a pair of side or wing rails each having a double bend and therebetween a relatively long unbent portion, each side rail having the inner side of its head cut away but projecting appreciably inwardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted interiorly of the rails and having a point, said insert having wheel surfaces each of a width at least substantially equal to the width of the head of the rail, each of said wing rails having a hard metal insert bolted exteriorly thereof and having its greatest width at a point of flexure of its wing rail.

19. In a railway frog, the combination of a pair of side or wing rails each provided with a double bend having therebetween a relatively long straight and unbent portion, and a hard metal insert bolted between the side rails and prolonged at its front to extend beyond the throat bend of the rail.

20. ln a railway frog, the combination of a pair of side or wing rails each provided with a double bend having therebetween a relatively long unbent portion, each such side rails having the inner side of its head cut away but Wardly of the web, whereby the rail is not materially weakened, and a hard metal insert bolted between said rails and prolonged at its front to extend beyond the throat bend of the rails, said hard metal insert having intermediate such bends Wheel surfaces each projecting appreciably in- I of a width at least substantially equal to the width of the head of the rail.

WILLIAM H. DOTTER. RAPHAEL S. HAYS. Vitnesses:

L. R. BRENNEMAN, L. G. WVEIDMAN. 

